Brake for motor vehicles



June 1, 1937- B. R. DIERFELD 2,032,277

BRAKE FOR MOTOR VEHICLES Original Filed Feb. 12, 1927 6 Sheets-Sheet 1 June 1, 1937. B. R. DIERFELD BRAKE FOR MOTOR-VEHICLES 6 Sheets-Sheet 2 Original Filed Feb. 12, 1927 June 1, 1937.

B. DIERFELD BRAKE FOR MOTOR VEHICLES 6 Sheets-Sheet 3 Original Filed Feb. 12, 1927 3. R P/r/L/aZ June], 1937. B. R. DIERFELD ,0

' BRAKE FOR MOTOR VEHICLES Original Filed Feb. 12, 1927 6 Sheets-Sheet 4 L k. 58 9 Q aRDwfL/f JNVCQTDQ June 1, 1937.

B. R. DIERFELD BRAKE F'OR MOTOR VEHICLES Original Filed Feb. I L2, 1927 6 Sheets-Sheet 5 a @461 ,fl%p M44 Q I I June 1, 1937.

B. R. DIERFELD BRAKE FOR MOTOR VEHICLES s Sheets-Sheet 6 Original Fileq Feb. 12, 1927 Q mw$ a m cw w A w J .H :d l w J 1 av mm N. {an QQQ M Q a Patented June 1,1937

2,082,277 BRAKE FOR Moron. VEHICLES Benno R. Dierfeld, Berlin-Frlcdcnau, Germany Original application February 12, 1927, Serial No. 167,720. Divided and this application May 31, 1934, Serial No. 728,462. In Germany February 22, 1926 10 Claims. (01-. 188-152) ings 3 and 5. Another horizontal flange I2 is provided on the disc 8, and telescopically slides upon a companion external surface of the disc 1,

OFFICE This application is a division of my former application Serial No. 167,720 filed February 12, 1927, which has now matured into Patent No.'

1,961,207 dated June 5, 1934, and the invention relates to improvements in brakes for motor veformed between the discs 1 and 8 and the easwhereby a third pressure chamber is formed which is bounded only by the discs I and 8.

hicles but is not necessarily limited to any par- The pressure chambers located between the ticular type. of vehicle as it may be utilized casings 3 and 5 and the discs I and 8 communiwherever a brake operated by a compressed fluid cate constantly with bores or passages l4 and I5 is indicated. in.- the disc hubs. The distributor communicates m The invention is illustrated in the accompanyalso with the pressure chamber formed by the ing drawings in which: discs 1 and 8 through a channel l6 provided in Fig. 1 is a fragmentary axial section through the rear axle casing. a vehicle wheel constructed in accordance with In the position shown in Fig- 1 e channels the invention. l4 and I6 are empty or without pressure, and

m Fig. 2 is a similar view showing a different adonly the Pressure chamber formed y the (1150 Jus'tment of the brake. 8' and the casing 5 is filled with the fluid Fig. 3 is an axial section partly in elevation of under press re s ppl e y th nn l W a modification of the arrangement shown in by the two discs, the latt r be p v With Figs. 1 and 2. corresponding projections l1 upon their inner Fig. 4 is an elevation of a detail of the arrangesides, are pressed together and shifted to the left 30 ment shown in Fig. 3. so that the covering 9 of the disc 1 contacts with Fig- 5 is an axial section of a further the covering 9 of the casing 8 thereby producing modification. a braking action.

Fig. 6 isa similar view of another modification. When the fluid under pressure is conducted by M Fig. 7 is an elevation, partly, in section of a means of the distributor through both the chanform of invention applied to railway car wheels. nels I 5 and I 4, both discs I and 8 are shifted Fig. 8 is a side elevation of the arrangement 'to the right until, by equalization of pressure in Shown n 7, the axle being shown in section. the two chambers, the discs I and 8 assume Referringin detail to the drawings and parthe position, Fig. 2, in which the brake runs ticularly to Figs. 1 and 2, l denotes th rear light. In order to prevent the fluid under presaxle shaft, to which the outer wheel flange 2 sure from passin from he n l4 and I5 is keyed. This flange and the inner brake cas- 0f th a axle casing 5 into the middle chaming 3 are connected with each other by screws. ber formed by the discs I and 8, these latter The wheel 4 is held fast between said flanges have at their inner sides suitable staggered 3; ln the'usual manner. The inner brake casing 3 flange pieces l8 which cover. the channels I4 is connected also with the outer brake casing and I5 when the said discs have been shifted, 5 by screws. The parts I, 2, 3, 5 represent, as 'just described. therefore, a unit which rotates upon the sta- When the right hand pressure chamber is tionary rear axle casing 6. In the wheel flange Without pr ssu e by m s o adjustment 0f 40 2 15 provided a double ball bearing, and the the distributor and the fluid under pressure is 40 members 3 and 5 fit upon, the cylindrically allowed to flow through the channel I into turned part of the casing 6 so accurately that the left hand pressure chamber, the two brake a fluid under pressure cannot escape therediscs will be shifted to the right until the coverfrom. The cylindrical part of the casing 5 caring 9 of the disc 8 contacts with the covering of rise the two brake discs I and 8 which can be the casing 5, the' members concerned L-eing now 45 shifted axially, but held against rotation thereon in their other service braking position. and are provided with axially elongated hubs. he e e t, t us, tWO Service braking Positions The plane outer surfaces of these discs are prowhich 'can be used alternately in order to prevent vided with a brake covering 9, and similar coverpremature wear and tear. Independent of this ings 9 are provided on the inner surfaces of mode of alternate operation of the brakes, is the 50 thecasings 3 and 5. The discs 1 and 8.,have emergency braking action for which purpose the ,horizontal flanges l8 and H which contact intiseparate channel i6 is provided. This operation Y mately with corresponding surfaces of the casis brought about by emptying the two lateral. in'gs 3 and 5, whereby two pressure chambers are pressure chambers and supplying pressure to the middlechambers through the channel IS, in con- 55 sequence whereof both discs 'I and 8 will be.

pressed away from one another very powerfully,

and'against the two coverings 9 whereby a very strong braking effect will be obtained. The respective position of the parts concerned is shown in Fig. 3 which latter in structural detail illustrates a modification. The adjustment can either be changed to a service braking position by emptying the middle chamber and filling one or the other of the'lateral chambers, or the brake may be totally released byrelieving the pressure in the middle chamber and applying it-to both lateral chambers. in position shown in Fig. 2. The emergency of the service b'raking positions, in that bothservice braking positions remain unafiected if the channel It fails or the middle chamber is emptied unintentionally; In the constructional form shown in Figs. 1 and 2, a rear wheel isprovided with a separate brakedrum, but this separate drum can be dispensed with if a metal disc wheel according tom. 3 is employed; it is in this case assumed that that wheel pertains to the front axle of the car or vehicle, but also a rear axle wheel can be designed in this manner. The wheel shown in Fig. 3 consists of two metal discs 3 and which are connected with each other by screws and carry on their circumference the usual felloe.

This wheel runs loosely on the two 'ball bearings carried .on the axle I! which is made integral with the hollow cylindrical member 6,

in the interior of which the steering pivot 20 is supported, this pivot being connected with the curved axle 2l in the usual manner. The two brakediscs I and 8 are connected with the turnable hollow cylindrical member in such a man-v ner that they can be shifted axially thereon, but cannot be turned, whereas the braking casing 3, 5 can rotate upon the member 6. The construction details of the brake discs, the pressure chambers and the like, are the, same as in I Figs. 1 and 2. As similar letters denote similar parts throughout the several views, no further details of Fig. 3 need be described.

A new feature resides, however, in the arrangement of the steering pivot 20 in the middle of the hollow cylindrical member 6 into which said pivot is inserted after the screw plug 22 has been removed, and another new feature resides in the supply of the fluid under pressure to the pressure chambers through the steering pivot 20 itself. For this pin-pose the pipes I], i5, and it which extend through the front axle are connected with correspondingly arranged radial and axial bores of the steering pivot. The pipe ,IG terminates in a central bore from which the fluid under pressure is conducted .through a simple bore in the casing 6 to the channel of the middle chamber. As the front wheel together with the steering pivot describes a pretty large angle with re- 'spect to the car body,-there are provided for the bores'll and IS on the upper end of the steering pivot two curved grooves 23 and 2l'maintaining communication with the two lateral. pressure chambers. Fig. 4 shows on an enlarged scale a plan of the upper end of the steering pivot 20 with its grooves and bores.

In the modification illustrated in Fig. 5, I also denotes the rear axle shaft, to which is keyed the cylindrical member 39' that serves as support for the detachable wheel 3 which rotates together with the shaft I. The wheel 3 is designed in the same manner 35 the The parts are then braking position (Fig. 3) is, in fact, independent.

the detachable disc wheel rim 3 and to the brake drum5 carried by said wheel rim.

The new features reside therein that the two brake discs 1 and 8 form between them a pressure chamber into which the fluid under pressure enters through the channel 4!, and that that pressure chamber is bounded outwardly by overlapping flanges of the discs. The two brake) discs are returned to inoperative position in which they may run idly by two springs 29 and 30, and their middle position is maintained securely by the feature that they contact in that position either with the ends 42 and 43 of the axial grooves. There is obtained in this way a relieved double-acting brake of very short axial length.

Figure 5 shows also another new feature, namely, a double walled disc wheel having in its interior the brake coverings}. By extending the side wall 5 of the drum radially as shown,

so that it joins with the felloe flange, there is obtained a two-part closed disc wheel in which thebrake discs, the pressure .chamber and the brake coverings, are enlarged considerably in proportion to the dimensions. Collisions with the street or road, as might occur with an enlarged brake drum, need not be feared with the better design Just described.

Concerning new railway vehicle wheels the construction shown in Fig. 6 is suited, which can be used at once also for shiftable axles and for axles adjustable to curves. The disc wheel consists in this eased the members 3 and 5 which them- Y selves form the brake casing and are, therefore provided inwardly with the plane braking surfaces that co-operate with the coverings of the two brake discs I and 8 which together form a pressure chamber closed'by an outer overlapping flange. This chamber can communicate with the' compressed fluid receptacle by the channel 4 i.

and springs 29 and 30 engaging flanges 52 and 53 normally tend to move said discs to their inactive position. The stationary axle casing 50 is provided with the axial grooves 50" necessary for guiding the brake discs.

If the brakes shown are to be operated by a gaseous fluid the pressure chambers must be equipped with suitable packings. A packing which is distinguished by its easy exchangeabil ity and in which the total guide faces -of the brake discs are maintained is shown in Fig. 6.

-In'this instance a hollow ring 59 consisting of an impervious, yielding material, is inserted into the pressure chamber in order to serve as packing. This ring communicates continually with the compressed fluid channel II and expands when the fluid enters into it, and is then pressed throughout its whole area against the side walls, as well as against the transverse walls of the pressure chamber, the brake discs being thereby shifted outwardly and pressed against the opposite faces.

Theabove described braking devices present the advantage that without straining the bodyv a highly eifective'braking effect can be produced,

the brake casing iscompensated the springs 51 that are afllxed to the frame, as.

although only a low braking pressure isrequired. A special braking equalization is omitted because the equalization takes place through ther Referring to the brake design shown in l 'lgs. 7 and 8, in Fig. 7, I denotes the car axle to which are keyed or otherwise fastened two discs 41 and 48 9 denotes the frame of the. car and 50 the brake casing. Within this casing are axial grooves 50b, as well as the two brake discs I and 8, which can be shifted axially, but cannot be I turned; these discs forming together with the middle flange 5| of the brake casing 50', two closed pressure chambers which can be connected 'by thepassage ll with the compressed fluid receptacle. The discs I and 8 are provided with a brake covering which is pressed firmly against the discs 41 and 48 flrmLv connected with axle I when the compressed fluid flows into the pressure chambers. Fig. 7 shows the parts in that position in which the brake is applied. When the pressure chambershave been emptied,

the discs 1 and 8 are moved back into their inactive position by compressive springs 28 and 30 which contact-at their inner ends with the discs I and} and at their outer ends with stationary discs 52 and 53. In order to limit the stroke of ;the two brake discs when they are being moved back by the springs abutment lugs 42 and 43 are provided in the axial groove 59b.

If the brake casing 50 is rigidly attached to the frame 49, it is suitable for the purpose to provide suiflcient play between the axle 'l and the middle flange 5|, or between the discs 41 and 48 on the one hand and the springs 29v and 30 on the other hand in order to accommodate the slight spring play of the axle I, whereby, however, the size of the braking surface is reduced a little.

Another solution of the problem is shown in 50 Figs. land 8. In this constructional form the brake casing 50 rests with the middle flange 5| upon the axle i. The casing 50 slides in guide-ways formed byjrpembers 56 which take up also the braking momnt. The weight of in this case by appears also from Fig. 8.

This arrangement is suited for being built into existing axles, in which case either one of the 60 wheels is to be pressed oif the'axle or a bipartite brake casingmust be employed; it could be .used also in connection with shiftable axles ii" pressure chamber are the dimensions of the chosen accordingly.

5 -What I claim is:

1 A braking device for motor and railway flicars comprising an axle, a stationary part, a

part movable with the axle; two relatively mov- 'able braking members non-rotatable relatively to one of said parts and adapted to have a cooperative braking 'action with the other part,

said braking members. forming between them a chamber for receiving a fluid under pressure, portions of said braking members being adapted to produce a braking eifect, concentric inner and outerannular flanges carried by said brak ing members and removed from said brakingcars comprising an axle, a stationary part, a

part movable with the axle, two relatively movable braking members non-rotatable relatively to one ofsaid parts and adapted to have a cooperative braking action with the other part, said braking members forming between them a chamher for receiving a fluid under'pressure, portions of said braking members being adapted to pro;

duce a braking eflect, concentric inner and outer annular flanges carried by said braking meme bers and removed from said braking portions,

said flanges constituting guides for the braking members, and seals for preventing the escape of fluid from said chamber, the inner flanges forming hub-like parts supporting the braking members for axial movement.

3. A braking device for motor ears and railway vehicles, and adapted to be operated-by a liquid'or gaseous fluid under pressure, and comprisinga' wheeL-in combination, a brake'casing connected with said wheel, two axially shiftable, non-rotatable brake discs arranged in said casing co-axially with the wheel .andforming with each other a pressure chamber and forming, together with the opposite walls of the casing, two additional pressure chambers, coverings attached to the co-acting surfaces of the said discs and the said casing walls, and channels communicating with the said chambers.

4. A braking device for motor cars and railway vehicles, and adapted' to be operated by a liquid or gaseous fluid under pressure, and com prising a wheel, in combination, a brake casing connected with said-wheel, two axially shiftable,

non-rotatable brake discs arranged in said cas ing co-axially with the wheel and forming toget er-a movable pressure chamber and forming together with the opposite wall of the casing two additional pressure chambers, spacing members at the opposite faces ofsaid disc, .and

channels communicating with the said chambers.

5. A braking device for the steering wheels of motor cars and railway vehicles, and adapted to be operated by a liquid or gaseous fluid under pressure, and comprising, in combination, a wheel, a brake casing connected with said wheel, two axially shiftable non-rotatable brake discs arranged in said casing coaxially with the wheel and forming with ,each other a movable pressure chamber and forming together with -themounted on said stationary; member and arranged in said casing coaxially with the wheel and forming together a pressure chamber, an in-' tegral flange on one disc engaging the other disc ments so arranged as to be adapted to and closing this chamber, and a channel communicating with the said chamber.

7. A braking device for motor cars and railway vehicles, and adapted to be operated .by a liquid or gaseous fluid under pressure, and comprising, in combination, a wheel, a brake casing connected with said wheel, two axially shiftable, non-rotatable brake discs arranged in said casing co-axially with the wheel and forming with each other a pressure chamber, a flange closing said chamber, springs so arranged as to be adapted to move the discs back into their position of rest-after every shifting, coverings attached to the co-acting surfaces of the said discs and the said casing walls, and a channel communicating with the said chamber.

8. A braking device for motor cars and railway vehicles, and adapted to be operated by a liquid or gaseous fluid under pressure, and comprising, in combination, a wheel, a brake casing "connected with said wheel, two axially shiftable, non-rotatable brake discs arranged in said casing co-axially with the wheel and forming tochamber, springs so arranged gether a pressure as to be adapted to move the discs back into their position of rest after every shitting. abutlimit the path of the discs under the action oi said springs, coverings attached-to the co-acting surfaces of the said discs and the opposite walls, and a channel communicating with the said chamber.

9. A braking device for motor cars and railway vehicles, and adapted to be operated by a gaseous fluid under pressure, and comprising, in combination, a wheel, a brake casing connected with said wheel, two axially shiftable, non-rotatable brake discs arranged in said casing coaxially with the wheel and forming with each other a pressure chamber, a flange closing said chamber, a hollow flat ring located in said chamber and consisting of an impervious material and being adapted to serve as packin s, connections between the interior of said ring and the compressed fluid supply passage, coverings attached to the co-acting surfaces of the said discs and the said casing walls, and a channel communicating with the said chamber.

10. A braking device for motor cars and railway vehicles adapted to be operated by a liquid or gascous' fluid under pressure comprising in combination a brake casing, two axially shittable and relatively non-rotatable brake discs arranged in said casing and forming together a pressure chamber, a flange carried by one of said discs and movably engaging the other disc to close said chamber, and a channel communieating with said chamber.

, BENNO R. DIERFELD. 

